Brake rigging for railway cars



c. R. RADEY 3,184,000

BRAKE RIGGING FOR RAILWAY CARS May 18, 1965 Original Filed Dec. 4, 1963 '7 Sheets-Sheet 1 INVENTOR. CHARLES R. RA DE) BY 92; Wf

May 18, 1965 C. R. RADEY BRAKE RIGGING FOR RAILWAY CARS Original Filed Dec. 4, 1963 7 Sheets-Sheet 2 EFF; l5

M y 8, 1965 c. R. RADEY 3,184,000

' BRAKE RIGGING FOR RAILWAY CARS Original Filed Dec. 4, 1965 7 Sheets-Sheet 3 INVENTOR.

CHA RLES R RA DE) WWI 7 731% 5, 5

May 18, 1965 c. R.-RADEY 3,184,000

BRAKE RIGGING FOR RAILWAY CARS Original Filed Dec. 4, 1963 k '7 Sheets-Sheet 4 N INVENTOR. CHARLES R. RADE) BY WOW #4? Ti 2 1 15 y 8, 1965 c. R. RADEY 3,184,000

BRAKE RIGGING FOR RAILWAY CARS Original Filed Dec. 4, 1965 7 Sheets-Sheet 5 INVENTOR. CHARLES R. RA DE) May 18, 1965 c. R. RADEY BRAKE RIGGING FOR RAILWAY CARS INVENTQR. CHARLES R. RA 09 BY W 7 Sheets-Sheet 7 Origixfal Filec} Dec United States Patent I BRAKE RIG GING FGR RAILWAY (JARS Charles R. Radey, Michigan City, Ind, assignor to Pullman Incorporated, Chicago, 111., a corporation of Delaware Continuation of application Ser. No. 328,014, Dec. 4,

1963. This application Oct. 30, 1964, Ser. No. 409,045 14 Claims. (Cl. 188-52) This invention relates to a new and improved form of foundation brake rigging system for railway cars and is a continuation of my copending application Serial No. 328,014, filed December 4, 1963, now abandoned. More specifically, the new and improved foundation brake rigging system of the present invention finds particular application to railway cars utilizing cushioned underframes, sliding sills and the like.

In the past, railway cars with conventional draft gear and stationary center sills were provided with foundation brake systems which due to the highly developed nature of the art were relatively simple, and yet met all the rigid standards imposed by the American Association of Railroads as well as adequately fulfilling the needs of the industry. Problems have been encountered in attempts to apply existing foundation brake systems to the newer railway car designs employing various types of cushion underframes, largely due to a mechanical geometric restriction such as a lack of clearance between the underframe and the trucks. The modified forms of foundation brake rigging systems which have been applied to existing cars with cushioned underframes, have caused a number of undesirable and disadvantageous conditions to arise. For example, in such a system, when braking force is applied, the resulting forces through the lever and rod system produced a marked tendency for each of the trucks to skew, causing unnecessary rail and wheel flange wear. Under these circumstances, the elongated rods extending from the horizontally disposed cylinder lever to the rod and lever system mounted on the truck bolsters, springs slightly, causing it to rub on the top portion of the axle, with the obvious result that it soon separates causing a complete loss of braking on the car.

Adding to these problems, the former foundation type brake systems, when adapted to the newer models of cars, result in braking forces through the lever and rod arrangement being angulated with respect to each other, causing undue side thrust or lateral forces on the piston rod, piston and cylinder assembly with the obvious undesirable results in the form of uneven wearing, bent piston rods and the like.

. The above noted problems are further compounded in that the present requirements or standards of the American Association of Railroads introduces several other limitations in addition to the mechanical geometric factors noted which serve to complicate the entire problem to the point where manufacturers have virtually given up effecting a workable solution, and have turned to other means for obtaining the desired results, such as the more expensive and complex truck carried type of brake systems. One of the above mentioned limitations imposed by existing standards which complicate and cloud attempts at solution is the requirement that brake ratios fall between 50% and 75% of the empty car weight. When it is further considered that the retarding force exerted under normal conditions should be less-than the adhesion force of the wheels to the rails, an additional variable is inserted. Add to this, the well known principle that the co-efrlcient of friction between a steel wheel and a brake shoe will vary with heat as well as the velocity of the car and the problem increases in complexity.

Under laded condition, the above requirement as to the braking ratio changes to a ratio of at least 18% and preferably 20% of the gross rail load based on a 50 p.s.i. cylinder. While these limitations are "but a few of those existing, they are exemplary in that they delineate a portion of the framework of variables which stands in the way of those who have attempted to develop a foundation brake system which will overcome the numerous disadvantages of existing designs.

' The present invention is directed to a unique solution of the above enumerated problems, providing a foundation type of brake system in which all forces are maintained in substantial parallelism, as well as in equilibrium to substantially obviate the undue side thrust on the cylinder piston. The present system is unique in that it has the fixed portion of the levers and rods anchored on the body of the car with the result that the trucks are free to seek equilibrium between the rails since no extraneous forces are present which would have a tendency to skew the same.

The present system utilizes a series of direction changing levers which ultimately connect to a brake rigging connection rod disposed below the axle of the wheel and connected to the lower end of an angulated brake lever which mounts the brake beam intermediate the ends thereof. The upper end of the brake lever is connected to the top portion of a second brake lever by means of a connecting rod passing through the truck bolster. The second brake lever has the lower portion thereof pivotably anchored to the car underframe while the intermediate portion mounts the brake beam carrying brake shoes at opposite ends thereof for longitudinal movement into braking engagement with the wheels.

The present system provides advantages in addition to those enumerated in that it is quite simple, requiring very few parts and thus keeping the underframe of the car in a substantially uncluttered condition. In addition the foundation brake rigging system of the present invention allows any selected ballast clearance to be maintained, while insuring that the brake rods will not accidentally come into contact with the axle portion of the wheel assembly under normal or emergency braking conditions.

Further advantages of the present system will become apparent upon a perusal of the objects and attendant description to follow.

It is a principal object of this invention to provide a new and improved foundation brake rigging system.

It is a further object of this invention to provide a new and improved foundation brake rigging system which will operate independently of the truck bolsters of a railway car so as not to impose any extraneous forces thereon which would have a tendency to cause skewing under braking conditions.

It is a further object of this invention to provide a new and improved foundation brake rigging system which will develop sufiicient mechanical advantage so as to comply with existing braking standards imposed by the industry.

It is a further object of this invention to provide a new and improved foundation brake rigging system which will maintain forces applied during braking in substantial parallelism so as to not cause undue side thrust on the cylinder piston.

It is a further object of this invention to provide a new and improved foundation brake rigging system of uncomplicated design which will provide equalized braking action at the wheels carried on the trucks at opposite ends of a railway car.

It is a further object of this invention to provide a new and improved brake rigging system which will be so disposed as to not interfere with the cushioning means carried by the car and will be adequately spaced from moving parts on the railway car so as to eliminate all possibility of any unintentional rubbing therewith.

. Further and fuller objects will become readily apparcut when reference is made to the accompanying drawings wherein:

FIG. 1 is a fragmentary perspective view of the underframe and truck bolster section of a railway car having cushioned sill as viewed from the center of the car toward the end portion, with a prior art type of foundation brake rigging system shown partially;

FIG. 2 is a fragmentary perspective view of the underframe and truck bolster of a railway car having cushioned draft gear, as viewed from the car center towards the end, with the car employing the novel foundation brake rigging system of the instant invention;

FIG. 3 is a fragmentary perspective View of the railway car of FIG. 2 in the region of the truck bolster as viewed from the car end sill towards the center thereof;

FIG. 4 is a schematic side elevational view of the railway car of FIGS. 2 and 3;

FIG. 5 is a top schematic plan view of the brake rigging system shown in FIG. 4;

FIG. 6 is a transverse sectional view through the railway car in the area of the truck bolster with portions of the axle broken away to illustrate the brake lever and connecting rod as it passes through an aperture in the truck bolster;

FIG. 7 is an enlarged fragmentary view of the portion encircled in FIG. 6;

FIG. 8 is a free body representation of a brake rigging diagram of the foundation brake rigging of the system illustrated in FIGS. 25;

FIG. 9 is a free body diagram similar to FIG. 8 of the brake system of FIG. 1 being appropriately labeled prior art;

FIG. 10 is a schematic elevational view similar to FIG. 4 illustrating a modified form of foundation brake system;

FIG. 11 is a schematic broken top plan View of the brake rigging system shown in FIG. 10; and

FIG. 12 is a free body brake diagram of the embodiment shown in FIGS. 10 and 11.

In FIG. 1, the railway car It) is provided with a stationary center sill 11 having an outwardly projecting flange portion 12 for supporting engagement with a transverse brace 13 which co-operates with a side sill 14 to support the floor portion 15. A sliding still 16 is received within the stationary center sill 11 for longitudinal sliding movement relative thereto. It is contemplated that the center sill 16 will be equipped with a suitable cushion means for absorbing impacts applied thereto through the coupler portions carried at opposite ends thereof.

A yoke portion indicated generally at 17, is supported by the flange portion 12 of the center sill, being received over a co-operating yoke portion 18 on the truck bolster 19 shown fragmentarily. On opposite sides of the truck bolster 19, a pair of wheels are mounted (only one illustrated at 20) being joined for rotation in unison through an axle portion 21 mounting the wheels 2% thereon with an interference fit. Suitable journals are provided outwardly of the wheels for rotatably mounting the wheels in journal boxes attached to the truck assembly.

Reference character 22. generally indicates a brake system in the region of the truck bolster and axle portion of the car. The brake system 22 receives braking force through an elongated rod member 23 commonly referred to as a top rod by those skilled in the art. The elongated rod member 23 is attached to a horizontally disposed fulcrum lever 25, after passing through a guide 34, by means of a bifurcated end portion 24 having a pin 26 passing through aligned apertures in each.

A bracket member 27 is joined to the truck bolster 19 and mounts the horizontally disposed fulcrum lever by means of a pin member 27. On the opposite end of the horizontally disposed fulcrum lever 25, a pair of clevises 28 and 29 are linked together with the clevis 28 being pivotably joined. to the fulcrum lever 25 by means of a pin 39 while the co-operating clevis member 29 is pivotably joined to a diagonally disposed brake lever 32 by means of a pin member 31. i

The brake lever 32 extends downwardly to the brake beam 33, shown partially below the axle 21, terminating in a pivoting connection therewith. Intermediate the pin 31 at the upper end of the brake lever 32 and the brake beam 33 connected at the lower end thereof is provided a connection to a rod member which passes through the truck bolster to a like brake lever which mounts a brake beam having brake shoes thereon for cooperation with a pair of wheels disposed on the opposite side of the truck bolster 19.

The prior art illustration of FIG. 1 is shown with the braking force applied to the rods and levers, graphically illustrating how the top rod 23 springs downwardly into engagement with the top portion of the axle 21. This undesirable condition causes rapid wear on the rod member 23, as well as the axle, with the result that one or both ultimately have to be replaced due to the development of stress concentration regions adjacent the points of wear. Loaded box cars of this type can have a gross rail load of up to 251,000 pounds and therefore can ill afford to chance the loss of the brakes thereon, since if lost on the present car, it would impose severe braking loads on adjacent cars with the result that the train is much more difiicult to stop. Any wear points or notches centrally of the axle materially increases the possibility of fracture under loaded conditions, which could be disastrous if such should occur in a fast moving train.

In the prior art system shown in FIG. 1 and described above, braking forces applied to the top rod are transmitted through the fulcrum lever 25, with the pin member 27' serving as a pivot or fulcrum point to obtain a mechanical advantage as the force is transmitted at the other end to the brake lever system. A lateral component of force is developed which is transferred through the bracket member 27 to the truck bolster, causing the entire truck to skew resulting in rapid wearing of the rails and wheel flanges. Additionally, lateral forces are applied to the rails by the wheel flanges which increase the possibility of rail spreading or derailment. The force conditions will be more readily seen and appreciated when the free body force diagram of the prior art system is described in connection with FIG. 9.

In FIG. 2 a railway car of the type shown in FIG. 1 is indicated generally at 40, and is provided with a stationary center sill portion 41 to accommodate a sliding center sill 42 for mounting of the couplers at the opposite ends thereof. The sliding sill 42 may be provided with any known form of cushion means to absorb impacts and allow cushioned longitudinal travel thereof with respect to the stationary center sill 41. A series of cross bearers such as the one illustrated at 43 are attached to the stationary center sill by suitable means for supporting a floor portion shown fragmentarily at 44. The stationary center sill 41 has a pair of flanges 46 and 47 to which are fastened a transverse brace member to support the sliding center sill 42 and lend rigidity to the stationary center sill 41.

A foundation brake rigging system is indicated generally at 5% and includes a top rod 51 which leads to a horizontally disposed cylinder lever extending transversely of the car underframe. The top rod 51 is provided with a bifurcated end portion 52 to receive an apertured end portion 53 of a horizontally disposed fulcrum lever 54. The opposite end of the horizontally disposed fulcrum lever 54 is pivotably mounted by means of a depending bracket member 55 attached to the stationary center sill flange 46 and extending downwardly terminating in a rectangular opening 56 through which the fulcrum lever 54 is inserted. A pin member 57 extends through suitable apertures provided in the bracket and horizontal fulcrum lever 54 for mounting the end portion of the fulcrum lever 54 for pivoting movement with respect thereto.

Intermediate the end portions of the horizontal fulcrum lever 54 is provided a fulcrum connecting rod 58 having bifurcated end portions 59 and 60 for connection to an intermediate portion of the horizontally disposed fulcrum lever 54 at one end, and leading therefrom to a vertically disposed fulcrum lever 61. The vertically disposed fulcrum lever 61 is joined by the fulcrum connecting rod 53 at a point intermediate the end portions thereof with the upper end being pivotably attached to the car underframe by means of a pair of bracket members 62. and 63 (shown in dotted lines). The bracket members 62 and 63 are fastened to a transverse brace 64 extending between the side flanges 46 and 47 on the stationary center sill 41, and are attached thereto by suitable means such as welding or the like. The lower end of the vertically disposed fulcrum lever 61 is provided with an aperture for reception of a pin member 65 joining a bifurcated end portion 66 on a brake rigging connecting rod 67.

The brake rigging connecting rod 67 extends angularly beneath the axle 68, terminating on the opposite side in a bifurcated end portion connected to the lower portion of a diagonally disposed brake lever 7i). The diagonally disposed brake lever 70 passes through a central portion of a brake beam 71, being pivotably attached to a cross portion 72 as at 73. At the upper end of the brake lever 76 a connecting rod passing through the bolster 74 is attached, with the opposite end of the connecting rod being pivotably attached to an upper portion of a second brake lever 75 (shown partially) which mounts a brake beam to serve the rear wheels (one shown at 76'). The brake lever 75 is diagonally disposed in the same manner as the brake lever 70, and has the center portion thereof attached to a brake beam in the manner described with respect to the brake lever 70. The particular details of this construction will become more apparent upon. a full description of FIGS. 4-7.

The brake lever 75 is more clearly shown in FIG. 3, having a central portion attached to a brake beam 76 in the manner described in conjunction with brake lever .70 and brake beam 71. The lower end portion of the brake lever 75 is disposed below the brake beam 7 6, and receives a bifurcated end portion 77 of a fixed or dead rod 78, with the opposite end of the fixed or dead rod 78 extend ing angularly for attachment in a similar manner to a laterally downwardly extending fixed bracket member 79. The fixed rod 78 extends beneath the axle 8i) associated with the wheel 76, in a manner similar to the brake rigging connecting rod 67 passing under the axle 68. In both instances, ample ballast clearance is provided since the lowermost point on the brake lever is several inches above the topof the rail.

The fixed bracket member 79 is mounted on the outer flange portion 47 of the center sill 41 by means of a second bracket 81 which is braced by a channel shaped member 82 extending transversely of the car. The angularity of the bracket member 79 corresponds to that of the brake lever 75 and is such that the lower end portion receiving the bifurcated end portion of the fixed rod 7 8 is disposed generally in the central region of the car. Consequently, all resistance. to movement of the braking lever 75 as braking forces are applied will be in a purely longitudinal direction, thus eliminating side thrusts on the brake beam 76 which possibly could be transferred back through the entire lever and rod system with the expected adverse results.

Referring now to FIGS. 4 and 5, the relationship of the unique foundation brake rigging system of the present invention will be more clearly seen as it is applied to the region of the truck bolster. The brake levers 70 and 75 are illustrated as having the upper end portion thereof joined by a brake lever connecting rod 84 passing through the central section 85 of the bolster 74 slightly spaced from the longitudinal center line. Since the brake system is independent of the bolster no extraneous forces will be applied thereto. The central section 85 of the bolster 74 terminates at its upper end in a yoke receiving portion 86 accommodating a co-operating yoke 87 mounted on the stationary center sill 41 of the car 4%.

Slight pivoting movement can freely occur between the yoke sections to accommodate angular pivoting of the trucks as the car negotiates curves, switches and the like.

In FIG. 4, the brake beam 76 attached to the central section of the brake lever 75 is shown schematically, and in the interest of clearly illustrating the co-operative relationship of the elements forming the brake system, the brake beam 71 associated with the lever 75) is omitted. It is to be understood, however, that any acceptable forms of brake beam having a central brake lever mounting portion may be used.

As seen in the top plan view of FIG. 5, the non-pivotable yoke portion 87 is fastened to the outwardly projecting flanges 46 and 47 (shown in phantom) of the stationary center sill 41. The guide bracket 48 supports the outer or movable end of the horizontally disposed lever 51 to prevent undue static loading on the bracket 55 and the pin means connecting the same thereto when the brake system is at rest. The plan view also illustrates the manner in which the forces are maintained in substantial parallelism, clearly showing the longitudinal alignment of the rod members generally parallel to the center line of the railway car 40. For example, when the rod 51 is pulled longitudinally towards the center of the car, the horizontally disposed fulcrum lever 54 will pivot about the pin 57, exerting a pulling force on the fulcrum connecting rod 58. This causes the vertically disposed fulcrum lever 61 to pivot about its horizontal axis 8 8, with the result that the lower end of the vertically disposed fulcrum lever 61 moves longitudinally towards the center of the car pulling the brake rigging rod 67 in the same direction. At this time, the brake lever 70 moves the shoes mounted on the brake beam carried thereby into engagement with the wheel 49, at which time the lever ivots about the brake beam connecting portion, forcing the brake rigging connecting rod 84 rearwardly, pivoting brake lever 75 about its lower end moving the brake beam 76 towards the axle and providing braking action thereby. The lower end of the brake lever 75 is prevented from moving longitudinally in the manner of the brake lever 7 i), by means of the fixed rod 78 attached to the bracket 79 mounted on the flanges 46 and 47 of the stationary center sill 41.

It can be appreciated that the unique manner in which the brake levers are tied together promotes greater uniformity in the application of brakes since one is dependent upon the other for braking forces and they will therefore be substantially equal at all times due to their interconnection. A greater appreciation of this co-action and the advantages thereof will be had when the free body force diagram of the present invention shown in FlG. 8 is contrasted with the prior art diagram of FIG. 9.

In the enlarged cross sectional View of FIG. 6, the axle 68 has been broken in the central region thereof in order to clearly illustrate the angularity of the brake lever 70 as it passes through the brake beam 71 extending upwardly into longitudinal alignment with an aperture 99 7 extending longitudinally through the truck bolster 19. A

yoke section is indicated generally at 74 including the movable yoke portion provided on the truck bolster 19, which co-operates with a fixed yoke portion 87 mounted on the outward extending flange portions 46 and 47 of the stationary center sill a l. The yoke section "id used in the instant embodiment is one well known to those skilled in the art which provides ample clearance for the sliding center sill shown in cross section at 42.

The cross bearer 43 is indicated as being fastened to the outwardly extending flanges 46 and 47 in order to provide support for the floor portion indicated at 44. Each of the cross bearers in the vicinity of the trucks is provided with a friction pad 91 which is spaced from a co-operating pad d2 mounted on the truck bolster 19. It is contemplated that during periods of unusual side sway or leaning of the car on curves and road bedswhich are not purely horizontal, the friction pad 91 may engage the friction pad 92 to render greater stability to the car, guarding against any shift in the lading carried thereby. The friction pads 91 and 92 under normal circumstances would be spaced in the manner shown, however, the freedom of the truck bolster to pivot slightly to reach a position of equilibrium between the rails will not be impaired if the friction pads 91 and Q2 should be engaged due to any reason.

The enlarged view of FIG. 7 illustrates the fixed yoke portion 87 as being mounted to the flange 47 by means of a stud member 93 passing through a flange portion 94 of the cross bearer 43 and a flange portion 95 of the yoke 87, with suitable washers and a co-operating locking nut 96 clamping the assembly together. The truck bolster 19 extends upwardly into the generally circular yoke portion S for co-operation with the fixed yoke 87 leaving a slight clearance in the region of the flange 95. The circles 97, 98, 99 and 1% indicate the limiting positions that the connecting rod extending between brake levers would assume in the relaxed and applied conditions if an existing foundation brake rigging system were to be adapted to the present car equipped with a cushioned sill. The undesirability of such is evident in that in the position indicated at 109 the connecting rods would drag on the truck bolster 19, whereas in positions 97 and 28 there would be inadequate clearance to allow passage to the brake lever positioned on the opposite side of the truck bolster.

As pointed out in the description of FIG. 1, modification of the design of FIG. 7 required the pivot point for the fulcrum lever to be mounted on the truck bolster 19 with the undesirable results heretofore noted. Referring to FIG. 6, the unique manner of mounting the brake levers 7t) and 75 in the present invention permits the connecting rod portion 84 to pass through the aperture 911 provided in the truck bolster without any portion of the brake system being afilxed to the truck bolster, thus eliminating all extraneous forces thereon.

A modification of the above described foundation brake rigging system is illustrated in FIG. with like numbers indicating like parts. The truck bolster 19 has the cooperating yoke portions indicated 85 and 87 described in connection with FIG. 4. The brake levers 7 0 and 75 are mounted in the manner described in connection with FIG. 4 having the usual connecting rod 84 passing through the central portion of the bolster 19.

A modified form of brake rigging rod 101 is utilized in the embodiment of FIG. 10 having a bifurcated end portion 1112 attached to a direction changing clevis member 193 for attachment to the lower end portion of the brake lever 7d. The opposite end of the brake rigging rod 101 is provided with a direction changing clevis 104 also which is attached to the vertically disposed fulcrum lever 61. A modified form of mounting is provided for the upper end portion of the vertically disposed fulcrum lever 61 including a transverse brace 105 extending across the stationary center sill 41 for attachment to the outwardly projecting flanges 46 and 47. A similar brace member 1% is spaced from the transverse brace 1135 with a longitudinally extending slotted lever mounting bracket 107 extending therebetween. The slotted longitudinally extending lever bracket 1117 mounts the upper end of the vertically disposed fulcrum lever 61 by means of a pin 108 passing through the aligned apertures in the bracket 107 and the fulcrum lever 61. A special pin lock in the form of an angle member 10% is afiixed to the bracket 1G7 and after insertion of the pin the angle member 1119 is bent to the position shown in solid lines at 119. This construction guards against the pin falling out should the cotter key or like locking device at the opposite end of the pin 1618 become lost or withdrawn through accidental means. A pair of spaced downwardly projecting generally hemispherical guide members 111 are provided for guiding engagement with opposite sides of the vertically disposed fulcrum lever 61 to accommodate any transverse forces appliedthereto. V

As more clearly seen in the plan view of FIG. 11, the brake rigging connecting rod 191 extends angularly from the center line to the diagonally disposed brake lever 719. Due to the lateral displacement of the bifurcated end portion 162 off the car center line in the area of attachment to the diagonally disposed brake lever 70 slightly lateral forces may be transferred to the vertically disposed brake lever 61. The guide members 111 serve to take up the slight amount of lateral thrust involved, permitting the horizontally disposed fulcrum lever to be eliminated, and accordingly, the top rod 112 (shown fragmentarily) extends directly to the cylinder lever as will be explained in connection with the free body diagram of FIG. 12.

The dead or fixed rod 113 in FIGS. 10 and 11 is provided with a direction changing clevis member 114 for attachment at one end portion to the diagonally disposed brake lever with the opposite end portion being attached to an angularly extending bracket member 115 mounted on the flange 47 of the stationary sill 41. A pin member 116 passing through aligned apertures in the bifurcated end portion of the rod 113 and the bracket member 115 joins the rod thereto and is held in place by means of a cotter pin or like retainer means. An additional special brake pin locking means is provided in the form of a sheet metal member 117 which has an upstanding portion 1118 (indicated in phantom) adapted to be bent to the position 119 (indicated in solid lines) after insertion of the pin 116 through an aperture in the flange 47 into joining engagement with the bifurcated end portion of the fixed rod and the angularly extending bracket member 115. When the pin locking means is bent to the position shown at 119, the aperture in the flange 47 is covered preventing intentional or accidental withdrawal of the pin 116.

It is to be appreciated that the simplified foundation brake system of FIG. It) utilizes the novel manner of connecting the brake levers to the source of brake power and a dead or fixed point on the car by means of rods passing beneath the axles es and 811 in a manner similar to the embodiment of FIGS. 4 and 5. The brake system of FIGS. 10 and 11 finds particular application to a 60 foot box car having a capacity in excess of 70 tons employing a cushion underframe in the manner illustrated.

FIG. 9 illustrated a free body diagram of the prior art brake system of FIG. 1 as modified to accommodate a cushioned under frame. The system includes an air cylinder 121 of the usual construction having a piston rod 121 connected to a horizontally extending cylinder lever 122 at one end thereof. The opposite end of the cylinder lever is connected by means of a top rod 123 to one end of a fulcrum lever 124. The other end of the fulcrum lever is connected to a clevis 125 extending to the top end portion of a brake lever 12%. The lower end of a brake lever 126 carries a brake beam having brake shoes at the outer end portions thereof, being represented in the free body diagram at 127.

A fixed pivot point 128 is connected to the fulcrum lever 124 intermediate the end portions thereof so that movement of the top rod 123 causes the fulcrum lever 124 to pivot about the point 128. A brake rigging connecting rod 129 is joined to a similar brake assembly system at 130 having a brake lever 131. A lower end portion of the brake lever 131 carries a brake beam assembly 132 in the manner explained in connection with the brake beam assembly 127. The upper end portion of the brake lever 131 is connected to a fixed pivot 133 mounted on the truck bolster, laterally spaced from the fixed pivot 128.

When the cylinder lever 121 is extended the central rod 134- moves towards the end of the car indicated by the arrow. As it meets resistance the cylinder lever 122 rotates about point 135 exerting a pulling force on the top rod 12$. This causes the fulcrum lever 124 to pivot about point 123, with the result that brake beam assembly 127 moves the brake shoes into engagement with the wheels to apply braking force. Continuous force acts bly 132 into engagement with the wheels.

through brake rigging rod 129 to cause the brake lever 131 to pivot about 133 to move the brake beam assem- The forces applied to the brake levers result in non-uniform resisting forces being applied at points 128 and 1'33 off the longitudinal center line of the car. This causes a resultant force to be exerted on one side of the truck bolster which attempts to turn the same which is highly objectionable as noted above.

The diagram of FIG. 8 is a free body brake diagram of the system illustrated in FlG-S. 2-5. Each of the levers and rods shown schematically are represented by identical reference characters corresponding to the like components shown in FIGS. 2-5. A conventional air cylinder 135 is equipped with the usual piston rod 136 for pivoting connection to one end portion of a horizontally disposed cylinder lever 37. The central portion of the cylinder lever is connected to a central rod 138 leading to the brake system for the trucks at the opposite or left hand end of the car. The upper end of the cylinder lever 137 is attached in the manner heretofore described to the top rod 51 to transmit force to one end portion of the horizontally disposed fulcrum lever 54. The other end of the fulcrum lever 54 is pivoted about a fixed point on the car as at 57, with an intermediate portion of the fulcrum lever 54 being connected to an intermediate portion of a vertically disposed fulcrum lever fill by means of a fulcrum connecting rod 68. The upper end of the vertically disposed fulcrum lever 61 is mounted by means of a pivot 88 fixed to the underframe, with the lower end thereof being coupled to the lower end portion of the lever 7G by means of a brake rigging connecting rod 67.

As described previously, the brake levers 70 and 75 mount conventional brake beam assemblies intermediate the end portions thereof and have the top portions of the brake levers interconnected by means of the connecting rod 84 extending through the truck bolster. Suitable slack adjustment may be provided to take up for brake shoe wear and wear in the entire brake system, such being indicated diagrammatically by means of the end portions of the rod 34 extending beyond the top portions of the levers 7i and 75. The lower end portion of the brake lever 75 is held against longitudinal movement by means of a fixed or dead rod 78 leading to a fixed bracket 79 mounted on the car frame.

In operation, air applied to the working chamber of the cylinder causes the piston rod 136 to extend, moving rod 138 to the left and pivoting the cylinder lever 137 about the central connection to rod 1138, thereby exerting a pulling force on the rod 51. This causes the horizontally disposed fulcrum lever 54 to pivot about fixed pivot 57 pulling the vertically disposed fulcrum lever 61 in a counterclockwise direction by means of the fulcrum connecting rod 58 exerting a pulling force intermediate the ends thereof. As the lower end portion of the vertically disposed fulcrum lever 61 moves in a counterclockwise direction, the entire brake lever 70 moves longitudinally pulling the rod 84 and brake lever 75 along therewith.

As the brake shoes (indicated schematically at 14H!) engage the wheels, brake lever 70 pivots about the intermediate connection to the brake beam, causing a clockwise rotation of brake lever 75 about its fixed lower end portion. This serves to move the brake shoes on brake beam assembly (indicated at 14-1) into engagement with the wheels, with both brake beam assemblies 144) and 141 exerting exactly opposite but equal forces. The'fioating connection between the brake levers '70 and 75 make this possible so that balanced braking forces will occur. The central rod 13% leads to a horizontally disposed lever 142 which in turn is connected to ayertically disposed lever through a fulcrum connecting rod 143 such being indicated by the arrow portion on the end. The operation of the brake system at the opposite end of the car is identical to the operation of the right hand portion of FIG. 8.

The system as shown in FIG. 8 is so designed that the cylinder lever 137 will be positioned transversely of the car at the time of brake engagement, in order that the opposite but equal resisting forces will act along the central axis of the piston rod 136, thus obviating any side thrust on the piston and cylinder assembly 135. Generally speaking, all the forces will be in substantial parallelism so as not to effect the balanced conditions of the cylinder lever 137. In addition, since the fixed pivots are mounted on the car underframe, application of any extraneous force to the truck assembly is avoided and therefore application of the brakes on the car, even under emergency conditions will be substantially uniform promoting greater safety and ease of train handling.

The schematic view of FIG. 12 represents the free body brake diagram of the related and simplified system shown in FIGS. 10 and 11. An air cylinder 145 is connected through a piston rod 146 to the cylinder brake lever 147 at one end thereof. The opposite end is connected to the top rod 112 which extends angularly from slightly off the car center line to the vertically disposed lever 61 on the center line. The lower end of the lever 61 is connected by means of a brake rigging connecting rod 101 to the lower portion of the brake lever 70. The floating type of connection between the brake levers 70 and 75 is identical to that described in connection with FIG. 8. Brake beams 148 and 149 are mounted intermediate the ends of the brake levers and in the manner previously described. In the embodiment of FIG. 12, the dead or fixed rod 113 extends angularly from the lower portion of the brake lever 75 onlone side of the car center lines to a fixed point 115 on the opposite side.

It isrto be appreciated that the FIG. 12 modification is simplified considerably requiring a minimum number of working parts, while obtaining all the advantages described in connection with the FIG. 8 embodiment. The guide portions 111 serve to take any lateral thrust on the lower extremity of the vertically disposed fulcrum lever 61, thus preventing any unusual wear on the fixed pivot thereof. In the unique arrangement shown, the necessary mechanical advantage is provided to develop the proper braking forces required by the standards alluded to above, with a minimum number of levers and rods.

The embodiment of FIGS. 28 is particularly suited for application to existing car designs while the embodiment of FIGS. l0l2 is most easily applied to cars during manufacture. It is to be understood that this is only a preference and each of the various embodiments is capable of universal use. Each of the embodiments shown in schematic form in FIGS. 8, 9 and 12 is equipped with a mechanical means indicated by the arrow adjacent the cylider piston rod for connection to a hand brake to allow the brakes on the car to be set mechanically. Since this is of conventional form, it has been merely illustrated by an arrow and appropriate indicia describing the same.

It will become immediately obvious to those skilled in the art that certain modifications and variations of the invention heretofore described may be made without departing from the spirit and scope thereof and therefore only such limitations should be imposed as are indicated in the appended claims.

I claim:

1. A railway car having a truck bolster at one end thereof,'a first pair of wheels joined by a transversely extending axle portion disposed on one side of said truck bolster, a second pair of wheels being joined by an axle being disposed on the opposite side of said bolster, a fulcrum lever pivotably attached to said car and pivotably connected to a brake rigging connecting rod, means connected to said fulcrum lever for applying force thereto to pivot said fulcrum lever, said brake rigging rod extending below one of said axle portions on one side of said truck bolster and being pivotably connected to a first brake lever, said first brake lever connected to a portion of a second brake lever disposed on the opposite side of said truck bolster by a connecting rod, means for engaging said wheels in response to movement of said brake ll levers, and means connected to said second brake lever for limiting the longitudinal movement thereof.

2. The railway car of claim 1 wherein said means for limiting the longitudinal movement of said second brake lever comprises an elongated rod member extending from the lower portion of said second brake lever under the other axle on the opposite side of said truck bolster to a fastening means carried on said car.

3. The railway car of claim 2 wherein said fastening means comprises a bracket member attached to a fixed portion of the car underframe, said bracket member being disposed slightly to one side of the longitudinal center line of the car and said bracket extending angularly downward towards a plane passing through said car center line for attachment to said elongated rod member.

4. The railway car of claim 2 wherein said fastening means comprises a bracket member fixed to an underframe portion of said car, said bracket being joined to said elongated rod at a point laterally spaced from said car center line.

5. The railway car of claim 1 wherein said means connected to said fulcrum lever intermediate the end portions thereof to apply force thereto comprises a fulcrum lever connecting rod extending to a horizontally disposed fulcrum lever and being pivotably attached thereto intermediate the ends thereof, one end of said horizontally disposed fulcrum lever being pivotably attached to said car with the other end thereof being operatively connected to one end of a cylinder lever and cylinder means connected to the opposite end of said cylinder lever for movement thereof to provide braking action at said wheels.

6. The railway car of claim 1 wherein said means connected to said second brake lever for limiting the longitudinal movement thereof includes an elongated rod attached to the lower portion of said second brake lever and extending angularly of the longitudinal center line of said car under the other axle to a bracket member mounted on said car transversely of said center line.

7. In a railway car having a cushioned underframe and a truck bolster at opposite ends thereof, a pair of axles journaled in said truck bolster, each of said axles being adapted to support a pair of wheels, a foundation type 'brake system for said car comprising, a brake cylinder, a piston rod extending from said cylinder, a floating cylinder lever extending transversely of said car, one end of said cylinder lever being connected to said piston rod with the opposite end being connected to a fulcrum rod, said fulcrum rod being attached to a generally horizontally disposed first fulcrum lever at one end thereof, the opposite end of said fulcrum lever being pivotably attached to said car, means connecting said horizontally disposed first fulcrum lever to a vertically disposed second fulcrum lever intermediate the ends thereof, the upper end of said second fulcrum lever being pivotably attached to said car for movement about a generally horizontal axis, a brake rigging connecting rod extending from the lower end of said vertical fulcrum lever under one of said axles which is closest to said cylinder to a lower end portion of a diagonally disposed brake lever, said brake lever having an intermediate portion attached to a means to carry wheel engaging brake shoes, said diagonally disposed brake lever having the upper end thereof pivotably attached to a connecting rod, said connecting rod passing through an aperture in said truck bolster and being pivotably attached to an upper end portion of a second brake lever, means mounted at intermediate the end portions of said second brake lever for carrying wheel engaging brake shoes, and means connected to lower end portion of said second lever and extending under said second axle to prevent longitudinal movement of said lower end portion of said second brake lever.

8. In a railway car having a truck bolster at opposite ends thereof, a pair of axles journaled for rotation on opposite sides of said truck bolster, each of said axles being adapted to support a pair of wheels, a foundation type brake system for said car comprising, a brake cylinder, a piston rod extending from said cylinder, a floating cylinder lever extending transversely of said car, said cylinder lever being connected to said piston rod and being connected to a fulcrum rod, said fulcrum rod being connected to a fulcrum lever pivotably mounted on said car underframe, a second fulcrum rod extending from said fulcrum lever beneath said axle portion and being connected to a first brake lever on one side of said truck bolster, a second brake lever on the opposite side of said truck bolster, each of said brake levers supporting a brake beam having brake shoes thereon for engagement with said wheels and a brake lever connecting rod joining said brake levers for uniform braking force thereby.

9. The railway car of claim 8 wherein said fulcrum lever is vertically disposed and guide means is provided on opposite sides thereof for resisting lateral forces thereon.

10. A railway car of the cushioned underframe type having a truck bolster at one end thereof, a first pair of wheels joined by a transversely extending axle portion disposed on one side of said truck bolster, a second pair of wheels being joined by an axle being disposed on the opposite side of said bolster, a generally vertically disposed fulcrum lever having the upper end thereof pivotably attached to said car and the lower end pivotably connected to a brake rigging connecting rod, means connected to said fulcrum lever intermediate the ends thereof for applying force thereto to pivot said fulcrum lever, said brake rigging rod extending below one of said axle portions on one sideof said truck bolster and being pivotably connected to a lower end portion of a first brake lever, said first brake lever having the upper end thereof connected to an upper end portion of a second brake lever disposed on the opposite side of said truck bolster by a connecting rod extending through an aperture in said truck bolster, means mounted intermediate the end portions of said first and second brake levers for engaging said wheels in response to movement of said brake levers, and means connected to the lower end portion of said second brake lever for limiting the longitudinal movement thereof.

11. In a railway car having a cushioned underframe and a truck bolster at opposite ends thereof, a pair of axles journaled in said truck bolster, each of said axles being adapted to support a pair of wheels, a foundation type brake system for said car comprising, a brake cylinder, a piston rod extending from said cylinder, a floating cylinder lever extending transversely of said car, one end of said cylinder lever being connected to said piston rod with the opposite end being connected to a fulcrum rod, said fulcrum rod being connected to a fulcrum lever pivotably mounted on said car underframe, a second fulcrum rod extending from said fulcrum lever beneath said axle portion and being connected to a first brake lever on one side of said truck bolster, a second brake lever on the opposite side of said truck bolster, each of said brake levers supporting a brake beam having brake shoes thereon for engagement with said wheels and a brake lever connecting rod passing through an aperture in said truck bolster joining said brake levers for uniform braking force thereby.

12. In a railway car having a truck bolster at opposite ends thereof, a pair of axles journaled for rotation on opposite sides of said truck bolster, each of said axles being adapted to support a pair of wheels, a foundation type brake system for said car adapted to urge wheel engaging means into braking relation with said wheels, said foundation type brake system comprising a fulcrum lever pivotally mounted on said car underframe, means to apply force to said fulcrum lever to pivot the same about said pivotal mounting, a fulcrum rod extending fr dm said fulcrum lever beneath one of said axles and being connected to a first brake lever on one side of said truck bolster, a second brake lever disposed on the opposite side of said truck bolster, each of said first and second brake levers supporting said wheel engaging means for engagement with said wheels, and means joining said brake levers to provide for uniform braking force, said means including means for limiting the longitudinal movement of said second brake lever.

13. A railway car having a truck bolster at one end thereof, a first pair of Wheels joined by a transversely extending axle portion disposed on one side of said truck bolster, a second pair of wheels being joined by an axle being disposed on the opposite side of said bolster, a brake arrangement adapted for use in restraining rotation of said Wheels, said brake arrangement including a fulcrum lever pivotally attached to said car and pivotally connected to a brake rigging connecting rod, means connected to said fulcrum lever for applying force thereto to pivot said fulcrum lever, said brake rigging rod extending below one of said axle portions on one side of said truck bolster and being pivotally connected to a first brake lever and movable in response to movement of said fulcrum lever, said first brake lever connected to a portion of a second brake lever disposed on the opposite side of said truck bolster by a connecting rod, brake means for engaging said wheels in response to movement of said brake levers, and means connected to said second brake lever for limiting the longitudinal movement thereof to cause uniform pivoting of said brake means thereby to provide uniform braking force.

14. In a railway car having wheel truck assemblies at opposite ends, each of said wheel truck assemblies including a bolster, a pair of wheels disposed on opposite sides of said bolster, a brake arrangement adapted for use in restraining rotation of said wheels, said brake arrangement including a fulcrum lever pivotally mounted on said car, means to apply force to said fulcrum lever, a fulcrum rod joined to said fulcrum lever and extending beneath one of said axles for connection to a first brake lever, said first brake lever being disposed on one side of said bolster, a second brake lever disposed on the opposite side of said bolster, means pivotally joining a portion of said second brake lever to said car to limit the longitudinal movement thereof, wheel engaging means pivotally joined to each of said brake levers and being adapted for braking engagement with said wheels, and means joining said brake levers to simultaneously urge said wheel engaging means into braking engagement on application of force to said fulcrum lever.

No references cited.

ARTHUR L. LA POINT, Primary Examiner. 

1. A RAILWAY CAR HAVING A TRUCK BOLSTER AT ONE END THEREOF, A FIRST PAIRS OF WHEELS JOINED BY A TRANSVERSELY EXTENDING AXLE PORTION DISPOSED ON ONE SIDE OF SAID TRUCK BOLSTER, A SECOND PAIR OF WHEELS BEING JOINED BY AN AXLE BEING DISPOSED ON THE OPPOSITE SIDE OF SAID BOLSTER, A FULCRUM LEVER PIVOTABLY ATTACHED TO SAID CAR AND PIVOTABLY CONNECTED TO A BRAKE RIGGING CONNECTING ROD, MEANS CONNECTED TO SAID FULCRUM LEVER FOR APPLYING FORCE THERETO TO PIVOT SAID FULCRUM LEVER, SAID BRAKE RIGGING ROD EXTENDING BELOW ONE OF SAID AXLE PORTIONS ON ONE SIDE OF SAID TRUCK BOLSTER AND BEING PIVOTALLY CONNECTED TO A FIRST BRAKE LEVER, SAID FIRST BRAKE LEVER CONNECTED TO A PORTION OF A SECOND BRAKE LEVER DISPOSED ON THE OPPOSITE SIDE OF SAID TRUCK BOLSTER BY A CONNECTING ROD, MEANS FOR ENGAGING SAID WHEELS IN RESPONSE TO MOVEMENT OF SAID BRAKE LEVERS, AND MEANS CONNECTED TO SAID SECOND BRAKE LEVER FOR LIMITING THE LONGITUDINAL MOVEMENT THEREOF. 